Power-transmitting device.



No. 730.481. yPMEN'J.'

11. SGHBFPLER.

POWER TRANSMITTING DBVIUE. APPLmA'rIoN num JULY 5, 1902.

' No MDDELH BD JUNE 19, 1903;

2 sums-SHEET 1.

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ATTORNEY.

EATENTED JUNE 9, 19o3.

fr. SGHEEELEE..A PoWEE TEANSMITTING DEVICE.

APPLICATION FILED JUIY 5, 1902.

z SHEETS-'SHEET 2.

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' .IN1/EN Tok.

Patented June 9, 1903.

PATENT OFFICE..

THEODORE SCHEFFLER, OF PATERSON, NEW JERSEY.

PowER-TRANsM lTTiNG DL-tvloli.

SPECIFICATION forming* part Of Letters Patent No. 730,481, dated J' une 9, 1903.

Application filed July 5, 1902. Serial No. 114,450. (No model.)

v To @ZZ whom it may concern.'

Be it known that I, Trinononn SCHEFFLER, a citizen of the United States, residing at Paterson, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in Power-Transinittin g Devices, of which the followingis a specification, reference being had therein to the accompanying drawings.

This invention relates generally to powertransmitting devices, and is applicable to shafting, pulleys, hoisting-engines, steam and electric railroad cars, and similar lclasses of machinery and vehicles; butin the drawings accompanying and forming a part of this specification, it is shown as especially applicable and utilized inthe ordinary hand-brake for either steam or electric railwayr cars. ln that particular application one of the objects of the invention is to do away with the ratchet and pawl which is in common use on such vehicles and which is operated by the foot of the motorinan or brakeman.

The main object of the invention is to produce a reversible and releasable frictionclutch which will be effectual, simple, dura-` ble, and inexpensive, which will automatically lool: the shaft against rotation in one direction while it is permitted to turn in the opposite direction, and which is releasable to permit the shaft to perform a reverse revolution when desired.

A portion of the devices shown in the drawings is an improvement upon the power-transmitting device described in a former patent,

4 et is a plan of lever D. Fig. 5 is a plan view of a portion of the clutch, showing two half- Fig. 6 is a sectional is shown on a larger scale in Figs. 7 and 8, in

which the operation of the upper clutch-pin is illustrated. Y

The invention consists Aofthe novel construction, arrangement, and combination of the variousparts forming the upper and lower shaft locking and releasing devices, which A will be hereinafter more fully described and claimed.

As shown in the drawings, the upper device consists of the hub A, which is secured to the shaft S bythe set-screw y', and which is provided with the upwardly-extending annular rim h2, that forms a dished portion in which is placed the two half-rings h and h', that butt at one end and that are apart enough at the other ends to admit the clutch-pin o, between said separated ends as it passes downwardly through the opening e2 in the square-faced hub B, The said hub Bits loosely around the shaft S, and the side walls of the opening therein through which the clutch-pin a passes are inclined from-the `center toward the top and bottom thereof, as shown in the drawings, so that the .central projecting part in each side wall form the f'ulcruin in the tilting or canting of theclutchepin a in either direction required. The tilting or canting of the clutch-pin d. is produced by the manipulation of the lever-arm D, the bifurcated ends D of which are pivotally secured by the screws fw w to the square-faced hub B, and said lever-arm D is held normally in an elevated position, as shown in Fig. 2 by the spring t. Two vertical pins r and r' rise fromthe upper face' of the hub B and pass through openings in the sleeve C, which fits loosely around the shaft S ,and is guided in its rising or falling and prevented from turning around the shaft Shy said pins. Said sleeve C is provided with an angular or oblique slot '7", adapted to engage one or other of the inclined sides of the topof the angle shaped clutch-pin o, according vin which di-f rection it is intended to turn the' shaft S. Vhen the lever-arm D is elevated, as shown vin Fig. 2, the said sleeveGisheld up, as

shown in said figure, and the right-hand side of the top of the clutch-pin a is engaged bythe right-hand side oi said slot f, and the pin n. does not cant in both directions. In this positionthe levenarm maybe turned from right to left, and with it the hub B and the sleeve C,

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without turning the shaft; but if the leverarm D is turned from left to right the pin a is canted or tilted to the left, almost imperceptibly, by the projecting center portion of the wall at the right-hand side of the opening e2 in the hub B, thereby locking the hub B with the hub A, which is secured to the shaft S by expanding the split ring b b'. As is obvious, this latter operation turns the shaft S, so as to wind up the chain u, or, in other words, the motorman thus puts the brake on. lVhen the brake is thus put on, it is held, the shaft S being locked by the mechanism illustrated in the lower portions of Figs. l, 2, and 3, which I refer to throughout the specification as the lower locking and releasing device. This lower device consists of the base E, which is secured to the car-platform M, and is provided with a lower hub L, that passes down through the said platform, and an upper hub E', both of which hubs surround the shaft S loosely. The base E has an upwardly-extend ing annular rim and an annular groove between said rim and the hub E. A split ring consisting of the two halves Z and Z' is located in said annular groove with two ends butting and the other two ends separated to admit between them the lower end of the lower clutch-pin a', as shown in Fig. l. A hub F is secured to the shaft S above the base E by screwj, and is provided with an angular opening through which the lower clutch-pin a projects and is adapted to tilt or cant to the right, looking at Fig. 1. The shaft is surrounded above the hub F by a sleeve G, having two openings thereihrough to permit it to move vertically on the two pins p and p', which pass through said openings and which are provided with helical springs 0 and o. The springs o and 0/ by expansion hold the sleeve G in the position shown in Fig. l. The pins p and p are fixed to the hub F, and if the sleeve G were pressed down on said pins p and p the downwardly-projecting member /L by its beveled face e' would come in contact with the beveled face t of the clutch-pin a and would thus prevent it from canting to the right, in which event the shaft S will turn in either direction. It is intended to use this engagement of the member 7i and the clutchpin a to let off the brake, and I therefore have the sleeve G operatively connected to the lever D, that is manipulated for putting on the brake, so that the brake may be put on by use of said lever and may be let off by merely pressing down on the same, as is illustrated in Fig. 2. Thus it is obvious that if the lever D is pressed downwardly the forked rod c,which is pivotally connected thereto at m, is also pressed down, and the rod 7o', which is secured to a loose sleeve II at m, is thereby depressed, causing the sleeve H, which rests on the hub G, to force the hub G down until the member 71. engages the clutch-pin a with the result above stated-viz., that the shaft S is unlocked, the clutch is released, andthe brake will be let off; but the moment the lever D is permitted to be raised by the spring t the engagement between the members F and G ceases and the clutch-pin a will cant, preventing the shaft `from turningfroni right to left; but the shaft S will be free to turn from left to right, and with it will turn the hub F, which is secured thereto, and the sleeve G, through which the pins p and p pass. A collar d is secured loosely to the shaft S and turns in a suitable bearing e, which may be secured to the front of the car. The said collar is provided with an opening, and the eX- tension n of the forked rod 7c passes half-way through said opening, meeting and butting against the extension n of the forked rod 7d, as indicated by d in Fig. 3, so that it will be seen that the lever D, hub B, collar d, forked rods k and 7d, and the sleeve H always turn together and at any time the break may be let off by pressing on the lever.

It will be noticed that when the lever D is held up in its normal position by the spring t, as shown in Figs. l, 2, and 3, the sleeve C is also held up by the lever D, as the lip q of the sleeve C rests upon the said lever.

In this position the lever T) may be turned from right to left without turning the shaft S and may be turned from left to right to turn the shaft andput on the brake.

The lower device in its normal position locks the shaft S and keeps on the brake until the lever D is pressed down, when the sleeve C falls down, causing the upper clutchpin a to cease expanding, the split ring thereby unlocking the shaft S in the upper device, and the engagement of the member h of the sleeve G with the lower clutch-pin a prevents the canting of the latter, releasing the shaft S, and the said shaft being released at both top and bottom lets off the brake.

Notwithstanding the fact that the shaft S will unwind by merely pressing down the lever D the unwinding may be accelerated or controlled by turning the lever in the unwinding direction It may also be remarked that the brake may be put on by a reciprocating motion instead of complete revolutions of the handle of the lever.

As my lever does not have to fly around in the letting off of the brake, it may occupy and be operated in a very small space.

Vith-this description of my invention what I claim. is-

l. The combination with a shaft, having a fixed hub provided with an annular groove, of a split expanding-ring carried in said groove, a hub loosely mounted on said shaft, resting on said xed hub and having an opening therethrough the side walls of which incline from the top and bottom toward the center forming a fulcrum for a clutch-pin, a

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clutch-pin passing through said opening and entering the split in the eXpansion-ring, and means for engaging said clutch-pin to lock -or release said hubs, as required, substantially as set forth.

2. The combination with a shaft, a hub provided with an annular groove, a split ring carried in said groove, and a oluteh-pin resting in the split of the ring, parallel'with the axis of rotation, of a hub secured on said shaft and provided with a recess receiving said clutch-pin and shaped to make it cant in one direction, and means, adapted to engage said pin when required, to prevent it clutch-pin to lock or release said hubs, as required,of a hub at the lower extremity of said shaft provided with an annular groove, a split ring carried in the groove of said huh, a clutch-pin resting in the split of ring, parallel with the axis of rotation, another hub secured on said shaft at the lower extremity thereof provided with a recess to receive said clutch-pin, and shaped Vto make it Vcant in one direction, means, adapted to engage said pin when required, to prevent it from canting in either direction, and means operatively connecting the upper and lower clutch devices, substantially as set forth.

In testimony whereof I affix my signature in presence of two'witnesses.

THEODORE SCHEFFLER.

Witnesses:

J OHN F. KERR, HARRY ONEILL. 

